Elevated railway.



No. 801,832. PATENTED 00T. 17, 1905. J. W. ABBRNETHY. ELEVATBD RAILWAY.

APPLIOATION FILED NOV. 10,1904.

5 SHEETS-SHEET 2.

merr/eiy No. 801,832. PATBNTED 00T. 17, 1905. J. W. ABBRNETHY.

ELEVATBD RAILWAY;

APPLICATION FILED NOV.10,1904.

5` SHEETS-SHEET 3.

j Witnesses fw 0M @W 110.801,832. PATENTED 00T.17,19o5.

J. W.'ABBRNBTHY. 1 BLBVATED RAILWAY.

APPLICATION FILED NOV.10.1904.

5 SHEETS-SHEET 4.

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Witwen@ No. 801,832. L PATENTBD OCT. 17, 1905. J. W. ABERNETHY. ELEVATED RAILWAY.

APPLICATION FILED NOV.10,1904.

5 SHEETS-SHEET 5.

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Specification of.Letters Patent.

Patented Oct. 17, 1905.

Application filed November 10, 1904. Serial No. 232.241.

To all whom it may concern,.-

Beit known that I, J AMES W. ABERNETHY; a citizen of the United States, residing at Atlanta, in the county of Chickasaw and State of Mississippi, have invented new and useful Improvements in Elevated Railways, of which the following is a specification.

The invention relates to an improvement in elevated railways, and specifically to a singlerai'l elevated railway.

The main object of the invention is to provide a road-bed of particular construction andv to arrange in cooperation therewith a suitable conveyance to be supported by the single-rail of the road-bed.

The invention is illustrated in detail in the accompanying drawings,- in whicl h Figure 1 i's a plan view illustrating the roadbed and the locomotive structure. Fig. 2 is a longitudinal section of the same. Fig. 3 is a transverse section of the same. Fig. 4 is a transverse section through the cab, showing the means for increasing the traction of the locomotive. Fig. 5 is a front elevation of the locomotive. Fig. 6 is a longitudinal section through one of the boilers and the lire-box, Fig. 7 is a view in elevation illustrating the traction-adjusting means for the locomotive. Fig. 8 is a perspective illustrating a passenger-coach for my improvedvrailway. Fig. 9 is a transverse .section through the same. Fig. 10is an enlarged elevation showing the ball-bearing connections for the main-track Wheel. Fig. 11 is a sectional view of a rollerbearing which may be used in connection with any. part of the engine.

Referring to the drawings, it will be noted that my improved road-bed comprises a trestle-Work or series of upright inclined framebars 1, suitably braced by cross-bars 2, forming a road-bed of triangular shape in section. Secured to the meeting ends of the upright bars is the main track 3, which may be of any desired shape and size, though preferably a fiat rail, as illustrated. The guiding-tracks 4-one on each side of the frame and preferably in alinement with the'brace-bar 2-are practically of usual construction, comprising a base 5, web 6, and tread 7. To provide, however, for the exact bearing-surface between the guide-rail and its coacting wheel, the surface of the base 5-is inclined toward the framework, the specific line of incline being acquired by arranging the tread-surfaces at right` angles tothe direction of pressure from said coactingwheels. This incline may be readily determined by striking an arc through the longitudinal center of the guiding-wheels, with the main track as a center, and inclining the tread-surface at right'angles to a line tangential to said arc'at the center of the wheel. This construction provides a road-bed of triangular shape, the apex of which furnishes the main or supporting rail for the operation of the conveyance, the guiderails being positioned opposite each other in horizon tal direction, whereby the pressure exerted on one guide-Wheel will be resisted by the pressure exerted on the other.

To cooperate with the road-bed, I provide a locomotive of particular construction having the usual cab and suitably-connected passenger-'coaches the structure of which parts may be -,readily seen from the drawings. The locomotive comprises duplicate boilers 8, smokestacks 9, pressure-cylinders 10, steam-domes 11, {ire-boxes 12, one set of each of the parts being suspended on each side of the main rail 3. 'lhe engine is vpreferably supported by main wheels 13, flanged on opposite edges to guide the Wheel on the rail. The axle 14 of each wheel is provided on each side of the Wheel with a crank 15, and the Wheel is driven by circular driving rods or Wheels 16, having radially-projecting ears 17, coupled directly to the cranks 15, it being understood that a driving-wheel 16 is arranged lon each side of the main track and is coupled to the cranks on the same side of boththe forward and rear main wheels 13. An ear 18, projecting up; ward from each of the driving-wheels 16, is coupled to` a crank 19 in the transverse crankrod120, the said cranks being suitably connected to the piston-rods 21, leadingto the steam-cylinders 10. The cranks l5 on opposite sides of the Wheels 13 are arranged in reverse direction to provide for the continuous driving through the operation of the drivingwheel 16 and to prevent centering of the Jcranks.

pipes 23 from the steam-domes 11, theyalves in which are suitably controlled through valve rods 24, connected to eccentrics 25, mounted on or driven by the transverse drivvalve-chests is suitably controlled by the usual 26, arranged in the cab 27.

To provide for added heating capacity of form an arcuate recess 28 in the base of the ing-rod 20. The admission of steam to the throttle-valve actuated through the usual lever the fire-boxes with relation to the boiler, I

IOO

22 represents the usual valve-chests, fed by with the fire-box 12 and in the main frame oi t .1o/arranged upon the guide-rails 4 to increase or boiler-cylinder to provide a channel underlying the fines, as clearly seen in Flg. 3. The

channel so formed is in open communlcation 29, whereby a portion of the heat from the {ire-box will be directed through said channel, and by means of the comparatively large surface exposed therein the water in the boiler will be more readily heated and maintained at steam temperature.

The cab 27 of the locomotive, which may be of the usual type in so far as its general appointments are concerned, is suppbrted upon main wheels 30, the' axles 31 of which wheels are preferably su pported he cab. I prefer to construct the oorframe of the cab to providel floors 33 on each side of a central inverted U-shaped portion 34, within which portion 34 the main wheels 30 are mounted. By this construction I provide for effectively guarding the main wheels and -at the same time bring the floors 33 on the approximate level of the main wheel and rail to render the structure more stable in operation.

The guiding-wheels 35 are separated from the locomotive and arranged to bear one on each guide-rail 4, whereby to prevent undue sway of the locomotive'when in operation.

The guide-wheels 36 of the cab are arranged for adjustable contact with the guide-rails 4, whereby to vary the traction of the locomotive when ascending or descending grades, as will be understood. To provide for this adjustment, I support the guide-wheels 36 at the ends of rods 37 and connect the latter by links 38 with the frame-bar 39, tixed in the cab, the/upper ends of the rods 37 being connected by a longitudinal bar 40. A lever 4l, for locking engagement with the usual notched segment 42, is connected to the bar 40. It is evident that by suitable operation of the lever 41 the wheels 36 may be caused to bear with more or less pressure decrease the tractive power of the locomotive. I prefer to form the rods 37 in two sections, telescopically connected, and interpose a spring -43 between them, whereby to permit adjustment of the parts under spring-pressure to accommodate the operation ties of the track.

It is to be understood ,that there is a guideadjusting' mechanism on each side of the cab, whereby to permit varyix-gadjustme y on opposite sides, if desired, erence the frame 39 for supporting the adjusting mechanism is made in a single piece, centrally following the U-shaped section 34 to variousinequaliof the cab-oor and projecting below the same and bent upward to support the adjusting mechanism described. By this construction the cab is effectively braced at the parts 'subjected to strain.

in bearings 32, fixed and that by prei'- with the smoke-box l proved elevated railway are illustrated particularly in Figs. 8 and 9, wherein 44 represents a box-like structure, closed at the bottom by a door 45, which door is formed with a central triangular portion, comprising walls 46, to overlie the main track 3. The walls 46 are extended vertically above the track to provide a brace 47, reaching to the car-roof 48 and being there connected to a longitudinal Stringer 49. Braces or struts 50 lead from the Stringer 49 to the junction of the licor with the side walls to brace the vparts. The car is provided with the usual doors 52, opening on the side or at the ends, for. the use of which latter steps 53 are provided. The car is supported by main wheels 54,

anged to embrace the main track 3 and providedwith a vertical stub 55, grooved to receive a series of balls 56; a second stub 0r shaft 57 being similarly grooved to receive the balls 56. The upper end of the stub 57 is connected to the lower end of the braces 47, whereby the stubs 55 and 57 depend between the inclined walls 46, with the wheel 54 resting upon the rail 3, as will be understood. Chains 58, or otheriiexible connectors, are secured to Ythe stubs 55 and 57 to prevent accidental displacement of the parts. By this provision the car is practically supported upon a hall-bearing, which is yieldable in all direc tions to accommodate th movement of the car to the irregularities of the track without unnecessary jarring of the car, and at the same time facilitate the traveling of 'the car around the curve. The side walls 50 ofthe car depend below the Hoor 45 and 'are arranged to sup- -port housings 59, in which a bearing 60 is movably mounted, being guided by a rod 6l,

connected to the bearing and projecting are flanged at 64 on their lower surfaces to enl gage the lower edge of the tread and prevent undue upward movement of the car,

It will be noted that l have provided an elevated railway in which the road-bed is of trif angular shape in sections, carrying at its apex the main single rail 3., The locomotive andv coaches are separated and combined with said rail is a guide-rail on each side of the road-bed designed to receive guide-wheels carried by the moving parts. The resultant structure is very stable in operation, owing to the described distribution of the weight in connection with the means for' preventing undue swaying of the locomotive or coaches, and tends to ease and smoothness 'in operation heretofore impossible in structures character.

'Ehe means describedl for adjusting the tractf The coaches designed for use with my imive power of the locomotive permits the op- IOC the bearing at its limit of IIC IIS

of this l erator to adj ust in accordance with relation to the grade, permitting a utilization of praca roller-bearing in which any ot' the axles,

shafts, or rotary members of the engine may be journaled, and it comprises a head 65, having a passage extendingI therethrough, said passage being enlarged at its ends to provide for the reception of roller-bearings 66. The roller-bearings are retained in applied position by means of caps 67, removably secured tothe head. i

Having thus described the invention, what is claimed as new, and desired to bc secured by Letters Patent, is` 4 l. In an elevated railway, a single rail, a locomotive comprising duplicate parts suspended on opposite sides of saidrail, guide-rails arranged lbelow said main rail, guide-wheels carried by the locomotive-and" bearing on said guide-rails, and means to adjust the Contact ot' said guide-wheels and nl ls.

2. In an elevated railway, a single rail, a locomotive comprising duplicate parts suspended on opposite sides of said rail, guide-rails arranged below said main rail, guide-wheels carried bythe locomotive and bearing on said guide-rails, and manually-operable means to adglust the contact of said guide-wheels and rais.

3. In an elevated railway, a single rail, a l0- the guide-rails to adjust tractive power of the locomotive.

5. In an elevated railway, a sing-le rail, a plu-v 45v rality of guide-rails arranged below the main rail, alocomotive supported on said main rail and guide-rail, and manually-operable means for cooperating with the guide-rails to adjust tractive power of the locomotive.

In testimony whereofl affix my signature in presence of two witnesses.

JA MES W. ABERN ETH Y.

Witnesses:

J. l). COLLINS, W. T. JouNsoN. 

